Multiple control mechanism



L. R. BUCKENDALE.

MULTIPLE CONTROL MECHANISM.

APPLICATION FILED 00?.14. 1919.

1,425,316. PatentedAug; s, 1922.

l 4 $HEETSSHEET lu m o g Q L. R. BUCKENDALE- MULTIPLE CONTROL MECHANISM.

APPLICATION FILED OT.14. 1919. 1,425,316 Patented Aug. 8, 19:22.

4 SHEETS-SHEET 2.

m 55R 5 K L. R. BUCKENDALE. MULTIPLE CONTROL MECHANISM.

APPLICATION FILED OCT. 14, 1919. I 1,425,316. Patented Aug. 8, 192

4 SHEETS-SHEET 4.

LARVBENCE R. BUCKENDALE, OE THE UNITED STATES ARMY, ASSIGNOR TO NEWTON D. BAKER, SECRETARY OF XVAR, TRUSTEE.

MULTIPLE CONTROL MECHANISM.

Specification of Letters Patent.

Patented Au 8, 1922.

Application filed October 14, 1919. -Seria1 No. 330,672.

(FILED UNDER THE ACT OF MARCH 3, 1883, 22 STAT. n, 625.

T 0 all whom it may concern:

Be it known that I, LiiwnnNon R. BUCK- ENDALE, captain, Ord. Dept, U. S. A., a citizen of the United States, and a resident of Detroit, Michigan, have invented an improvement in Multiple Control Mechanism, of which the following is a specification.

The invention described herein may be used by the Government, or any of its ofiicers or employees in prosecution of work for the Government, or by any other person in the United States, without payment of any royalty thereon.

This invention relates to a multiple control mechanism especially applicable to tractors of the self-laying track type where it is essential to obtain separate track manipulation.

One of the fundamental objects of this invention is to perfect a duplex control mechanism involving a series of mechanical assemblies the different assemblies co-acting to avoid mechanical interference between the active and inactive controlled elements.

Another object of this invention is to design a locking mechanism between the controlling assemblies by which it becomes impossible to actuate any of said assemblies before the clutch has been thrown in or to throw the clutch out until the respective assemblies have been restored to neutral position.

Another object of this invention is to de-' si n a control of two units, each unit consi ting of a brake and a series of speed assemblies, the two braking assemblies having a common. operating member.

Another object of this invention is to pro vide a control mechanism in which the braking and speed assemblies in each unit are so associated that the braking assembly when operated will apply only in that unit having the inactive speed assembly.

Other objects of this invention are to simplify the prevailing control mechanism for tractors, and to afford ready access to the different assemblies.

With these and other objects in view, my invention consists in certain novel details of construction, combination and arrangement of parts to be more fully hereinafter set forth and claimed.

ieferring more particularly to the accompanying drawings in which corresponding parts have similar reference characters Fig. 1 is a diagrammatic plan view illustrating the complete control layout in association with the rotatable elements of the transmission assembly and clutch mechanism, which is shown in dotted outline;

2 is a side elevation of the parts as outlined in Fig. 1;

Fig. 3 is a fragmentary perspective view partly in section, ofthe controlling assemblies, the selector plates for the controlling levers being illustrated in dotted outline;

Fig. 4 is a fragmentary detail view partly in section, the parts in full line being in normal, those in dotted outline being in operative position;

Fig. 5 is a similar view of the high and low speed assemblies, parts in full line showing the normal position, the parts in dotted line illustrating the positionassumed by the low speed control assembly when the high speed control assembly is in active position;

6 is a fragmentary detail perspective view partly in section of the braking assembly;

7 is a similar view of a part of the braking assembly;

Fig. 8 is similar view of the high speed assembly;

Fig. 9 is a similar view of the low speed assembly;

F 10 is a fragmentary detail perspecti ve view illustrating the locking mechanism as applied to the clutch and braking assemblies, the normal positions of the parts being in full. the operative position in dotted lines; and

Fig. 11 is a top plan view with the selector plate the position of the operating lever being shown in dotted line.

- Although as has been previously stated, this invention is capable of more or less general application in connection with power transmission, in the present instance it is described and illustrated in conjunction with a tractor of the tracklaying type having an especially designed transmission assembly by which the drive is communicated to the tracks through the instrumentality of a plurality of rotatable drums referred to as high, low and braking members 20 and 21, 22 and Q3, 2% and 25. External contractible band addition to these details brakes of ordinary construction are applied to these members and connected with the sectionaldrag-rods 26 and 27, 28 and 29, and 31, to determine their control. In there is of course, the usual. clutch and reverse assembl" to be referred to later.

The drag-rods 26' and 27, 28 and 29 30 and 31 connected to the control. assemblies, are suspended in any slflitable manner as at.

and (Figsl and y To further aid in the disclosure of this invention it shall be sub-divided into its component assemblies to-Wit; the braking, speed, clutch, reverse and control assembliesto be referred. to in the order given. As thehigh, low and braking assemblies for each track are similar, it necessarily Eollows that the control units embodying these assemblies are alsoidentieal.

Shaft m0mtting.-To properly support the various control castings and hangers, there are provided. twoshatts 36 and 37, mounted parallel and. in suitable spaced relation. These shafts usually extend transversely ot the tractor, slightly in advance oi the operators position.

Bra/wing control roupr lliis consists of T shaped hanger 3S, havinga coredhub on the free end 0t itsshank by whichit is suspended from shaft 36, at a point approxinmtely central thereof? (Fig.

:iissenibly 6). Centrally connected to the extremities of the hanger cross-head 38, areroclzer arms 39 and 40, pivotally. connected at their lower ends to the brake drag rods 30 and 31. A brake operating foot lever ll, centrally positioned on shaft 37, is formed with a right-angular extension 42, to which is at fixed a yoke 43, the free ends of said yoke being affixed to rocker arms 39 and -10 at their fulcrum. Loosely mounted on the shaft 37, on opposite sides 0t :toot lever ll, are sleeves 4.7 and il-.8, having external squared portions to which are pivoted speed shifting levers 4:4 and Toggle arms 49 and 50, extending from the aforesaid sleeves are connected to the upper ends of rocker arms 99 and lO by the toggle links 51. and 52.

(in the other hand should the toggle connecticurbetween the toggle armsll) and 50 and the upper ends of rocker arms 39 and 4-0, be broken as shown in Fig. l, movement of the foot lever becomes ineffective since the rocker arms on hanger 36, have assumed the position shown indotted line, Fig. l, and the swing of said lever is insullicient to take up the slack. imparted to the brake sulli. ciently to apply the brakes. i

High speed cont rolling grouyr-This as sembly (Fig. 8) comprises hublike collars which are loosely positioned on the shaft 37.,

adjacent the squared portions of castin'gseland 48. These collars are formed with selector arms and 5%, buying laterally rods 26 and 27.

37, adjacent the collar projecting parallel lip'shl, at their :tree ends between which the high and low speed levers l land 45 maybe positioned. In addition to the selector arms 53 and 5%, the aforesaid collars are provided with toggle arms 55 and 56 and linger-like extensions 61 and 62, the latter being slightly offset with respect to the toggle arms and 56, for a purpose which will appear later. Coacting rods 63 and G l: are fixed at one end to the oil-set linger-like extensions (31 and 62, the free ends of these rods being connected to the lower ends of han 'ers 65 and G6, to which areattached high speeddrag- Obviously actuation ot the high speed selectors 53' and 54:, will through extensions 61 and 62, rods 63 and G l, hang ers 65 and 66, operate high speed drag rods 26 and 27. y

The low speed control gr0-u3).These assemblies (Fig. 9) embody hub-like collars, mounted on shaft 37, immediately adjacent the collars of the high speed assemblies, and: are .ilormed with selector arms 67 and (58, having laterally extendingparallel. lips 65) at their upper ends to receive the high and low speed shifting levers Leland il-5. Said low speed collars are also provided with extensions 70 and 71, to which are allixed one end of c nnecti1'1g rods 73, the other i'free ends of said rods being connected at the pin otal point of rocker arms 59 and (30, which are centrally pivoted to hangers l'ti and T7, suspended from shaft 36., see Fig.

l'leturning for the moment to toggle arms 55 and 56, ot the high speed assemblies, it will be seen that the :tree ends of these arms are connectcdfby toggle links 57 and to the upper extremities of low speed rocking arms 59 and G0, the lower extremities of said armsheing attached to the low speed drag-rodsQS and 29. By inter-counecting the high and low speed assemblies in this manner, when the high speed drag-rods E26 and are retracted as outlined in the previous paragraph the toggle connection between toggle arms 55 and 56 and the upper ends o't' rocker arms 59 and 60 will be disrupted in consequence oft which said rocker arms are actuated about their central pivotal connections to the osition shown in dotted lines, Fig. 5. This arms 59 and (S0, throws co 'isiderable slack in the low'speed brake bands to complete release of the latter at the time of applying the high speed mechanism.

OZU/Z'OIL control g7'-0u-p.-This assembly embodies a suitable llllb 1l'lOllllll0Cl on shaft of the low speed'ass'embly, shown in Fig. 3. It is formed with clutch shifting lever '76, and right angular extending arms 84. and 55 1-, the latter being connected by a clutch rod to the lower end of hanger 85 suspended from shaft 36. The extreme end oi said hanger movement of rocker 85, is connected to clutch rod 34, which it is understood controls the clutch throwout mechanism.

Reverse control groupfhis assembly comprises a sleeve-like member loosely mounted on shaft 36, and formed with a reverse lever 90, and a finger-like extension 91. Extension 91, is connected by rod 92 to the lower end of hanger 93, suspended from shaft 36, the extreme end of said hanger 93 being pivotally connected to reverse drag-rod 32, controlling the reverse mechanism.

In order to guide and direct the movement or" the high and low speed shifting levers 44 and 45 arcuate selector plates 80 are emloyed havin hi h and low s eed wa s 78 l P o D P 5 and 79, formed by a central web 83. This web, which terminates in advance of the low end of selector plate to provide a neutral position for the speed shitting levers is provided with a V shaped notch to receive the similar shaped edge of the shifting lever.

This construction forms an interlock to re-.

tain the lever in neutral position. Selector plates 80, are also formed with toothed surfaces 83 designed to comb with dogs 95, (see Fig. 4) carried by the levers to retain the latter in their power applying positions. Dogs 95 are disengaged by release means 95 of the usual construction.

To aid in shifting the high and low speed shitting levers 44 and 45, to their respective speed positions ret-ractile springs 81, are connected to said levers and to suitable stops 82. As a precautionary measure against operation of a wrong assembly, it desirable a locking bar 82, may be used, as shown in Figs. 3 and 10. This bar is pivotally connected to an anchoring plate 83, and extends transverse ot the several assemblies, overlying arm 84, of the clutch assembly and underlying arms 49 and 50 and 56 of the high speed and braking assemblies. Obviously owing to the position of this bar, it is impossible to actuate any of the speed assemblies until the clutch has been thrown out. Moreover, if any of said assemblies are in operative position, clutch 76, cannot be thrown out until they have been restored to neutral position. It is sometimes desirable to use the locking bar 82 when an inexperienced driver is operating the machine, however, the rest of the inter-lociing mechanism will function without this locking bar which is only an additional safeguard.

' 0pemti0a.1n defining the operation'ot this invention, to avoid repetition, as the two control units are the same, the components of but one unit shall be considered. Assume reverse lever in forward position and clutch in operative position while all the other parts are in inoperative or neutral position, to apply the low speed mechanism, lever 45 is released from neutral position, shifted laterally into engagement with they low speed selector 68, and then drawn rearwardly to the limit of its movement in selector plate 80. As selector 68, moves rearwardly it causes the lower end of rocker arm 60 to move inwardly describing an arc of a circle having as its center the pivotal connection between toggle links 58, and the upper end of rocker arm 60. The lower end of rocker arm 60 being connected to low speed drag-rod 29,'retracts the latter as it moves rearwardly, and consequently applies the low speed mechanism which it controls.

To pass now from low to high speed, lever 45 is returned to neutral, shifted laterally therethrough into engagement with high speed selector 54, and then drawn rearwardly to the limit of its throw into selector plate 80; This rearward movement of selector 54 imparts a similar motion to hanger 66, to which it is connected, and thus imparts a rearward-pull to high speed. dragrod 27 to effect application of the high speed mechanism which it controls.

When the high speed mechanism is applied, considerable slack is imparted to the low speed drag-rod 29, completely releasing the mechanism which this rod controls. This action is obtained by means. of a toggle connection between high speed selector 54 and the upper end of low speed rocker arm 60. W/hen this toggle is broken rocker arm 60, is actuated about its pivotal connection to hanger 77 ,(as shownin dotted outline, Fig. 5); the lower end of said rocker arm moving outwardly to impart suitable slack to low speed drag-rod 29. 1

Coming now to the brake control assembly, to apply'the brakes, foot pedal lever 41 is depressed, whereupon (the toggle connection between arms 49 and 50 and the upper ends of rocker arms 39, 40 being unbroken), the lower ends of said rocker arms are caused to move inwardly describing an arc of a circle having as its center the pivotal connection between the upper ends of said arms and toggle links 51 and 52. Rocker arms 39 and 40 being connected to brake drag-rods 30 and 31 the inward movement of said arms simultaneously retracts the rods and applies the brake bands which they control.

On the other hand, should'either of the speed shifting levers, for instance lever 45, be in an active or power applying position, pressure upon the foot pedal 41, will not effect the brake assembly in that control unit having its shifting lever thus positioned, for the reason, shifting lever 45 from neutral to a power applying position disrupts the toggle connection between arm 50 and the upper end of rocker arm .40, causing the lower end of said rocker arm (to which drag-rod 31 is afiixed) to move inwardly de scribing an arc of a circle having as its will therefore cause arm 49 to move from the point of itspivotal connection with links 51 thus applying the brake controlled by drag-rod 30. In other words effectual operation of the brakes depends entirely upon the condition otthe toggle connection between toggle arms 19 and 50 and rocker arms 39 and 40, itthis toggle is unbroken, the braking assemblies are ei'i ectivewhile, lflll is broken, application oi. the brake be comes impossible.

When the shitting lever of either unit is in inactive or neutral position, the track controlled bythis lever is idle, therefore, it thebralting assembliesare effective only in the unit having its lever in neutral position, it follows operation of the foot lever does not apply the brakes other than the idle track.

The operationot the clutch and reverse assemblies are self evident and requires no explanation other than to say that movements of these levers actuate the hangers to which they are connected and in turn actuate the clutch and reverse drag-rods thus operating the clutch and reverse 1116611 its initial inactive position as a prerequisite to changing from one speedto another.

lrlaving' described the invention,what I,

claim as new i 1. A control mechanism for a tracklaying tractor, comprising two separate speed changing controlling unlts, each unit operated by a shifting lever, a track brake control connected to both of said 1evers,and

mess is a single foot pedal ior o ierating said track brake, control, said connection displaced by the shifting of the lever from neutral to prevent application of braking pressure on the mechanism controlled by such lever.

52. A control mechai'iism for a tracklaying tractor, comprising a control unit 1to1."each' traclt, each unit comprising a high and low speed selector and a shifting lever 011 01)- erating said selectors, and a diifereutiating trackbrake mechanism connected to each shitting lever, the connectiondisplaced by the shittingof a lever from neutral to prevent application of braking pressin'e to the mechanism controlled by such lever.

3. A control mechanism for tracklaying tractor, comprisingtwo control units one for each track, each unit comprising a high and low speed selector, a lever for operating said selectors, track brake in each unit operated by a single lever, and connections ,between the said levers and the brake lever displaced by the throw of said first memtioned lovers from neutral to prevent application oi braking pressure.

4L. Acontrol mechanism for a traclnaying tractor, coin n'isingtwo independent units, each unit embodying a high and low speed selector connected to high and low speed brakes, a shifting leverton operating said selectors, a track brake cooperating with said shitting lover, a. brake lever for applying a braking pressure to both of said tracks and. connections between the brake lever and the shittinglevers displaced when the shifting levers are moved from neutral to prevent application of braking pressure.

A control mechanism for a tracklaying tractor, comprising a. separate unit for each track, each or said units embodying high and lowspecd selectors, a shifting lever operating said selectors, a track brake control, a single lever connected to the brake control ot both units, and.connecting means between the traclt brake control andsliiitting lever oi? each unit, displaced'by the movement of the shifting lever from (neutral to prevent the application of braking pressure to the unit controlled by such 1m .1.

6. A. control mechanism tor a tracklaying tract r, comyn'isilng a control unit for each of said tracks, each unit comprising high and low speed selectors, and a shifting lever operatingsaid selectors; a track brake control assembly in each unit, a single lever.

governing the operation of both assemblies, a toggle connection'between the braking assembly and'the shifting lever of each unit so that a movement of the shifting lever breaks the toggleand renders the braking assembly to which it is connected ineil'ective. 7. A controlmechanism for tracklaying tractors, comprising two units, one for each track, a clutch and reverse mechanism common to both units, each unit embodying high and low speed selectors, a shifting lever operating said selectors, a track brake assembly for each unit, a single operating lever for said assemblies, connections between said shitting levers and said assemblies to render the latter inoperative upon actuation of the former, Illl coacting means between the high and low speed to impart slack to the low speed at the time of applying the high speed control.

S. A control mechanism for tracklaying tractors, comprising two separate units, a common clutch lever, high and low speed selectors and a shifting lever for each unit, a reverse control, a breaking control, co-acting means between the shiftinglever and brake control of each assembly serving to render said brake control inoperative when its cooperating shitting lever is in power applying position, and co-acting means between the high and low speed selectors to impart slack to the latter when the high speed selector is moved to active position.

9. A control mechanism for tracklaying tractors, comprising a transversely extending shaft, a brake lever mounted on said shaft, a shifting lever positioned on each side of said brake lever, said shifting lever having rearwardly extending toggle arms, toggle links pivotally fastened to the outer ends of said arms and normally maintained in alinement therewith, a supporting hanger, a pair of rocker arms carried by said hanger, the up per extremities of said rocker arms being pivotally fastened to said toggle links; control rods connected to the lower end of said arms, a yoke fastened to said brake lever and connected to the central portion of said rocker arms, said yoke serving to retract said rocker arms and control rods connected therewith, providing the toggle connections between the shifting levers and rocker arms have not been broken.

10. A control mechanism for traclrlaying tractors, embodying two units, each unit comprising a high and low speed selector, a

brake control; and shifting lever for engaging the high and low speed selectors, said shifting lever being connected to the braking control, said high speed selectors being provided with rearwardly and downwardly extending arms; a hanger, a rod connection between the downwardly extending arm of said high speed selector and said hanger, a high speed control drag rod connected to the free end of said hanger, a rocker arm, a toggle connection between the rocker arm and the rearwardly extending arm of said 11. A control mechanism for tracklaying tractors, embodying two units, each unit having a breaking and speed assembly, the speed assembly having active and inactive positions, a common operating member for the two braking assemblies, and co-acting means between the speed and braking assemblies of each unit, the speed assembly when in active position serving to render the braking assembly with which it co-o erates inactive during the actuation of sai common member.

12. A control mechanism for tracklaying tractors, embodying two units, each unit having a breaking, a high and a low speed assembly, a common controlling member for both braking assemblies, a shifting lever in each unit to selectively engage the high and low speed assemblies, said lever having active and inactive positions; and co-acting means between the shifting lever and braking assembly of each unit serving to render such braking assembly inoperative when the shifting lever is in active position;

13. A control mechanism for tracklaying tractors, embodying two units, each unit having a high and a low speed assembly, a shifting lever to selectively operate said assemblies, said lever having active and inactive positions, a toggle connection between the high and low speed assemblies, said toggle connection functioning to release the low speed assembly when the high speed assembly is brought to active position.

let. A control mechanism for tracklaying tractors, comprising two units, each unit having a brake assembly and a high and a low speed assembly, said high and low speed assemblies having active and inactive positions, means for applying the braking assembly to either track, means for shifting the high speed assembly to active position and simultaneously releasing the'lo-w speed assembly, said last mentioned means restoring the low speed assembly to initial position when the high speed assembly is returned to its inactive position.

LAWRENOE R. BUGKENDALE. 

